Crossover connection for fluid-pressure-brake pipes.



J. A. HICKS. GNOSSOVER CONNECTION FOB. FLUID PRESSURE BRAKE PIPES.APPLICATION FILED MAR. 16, 1910.

973,043 Patented 0ct.18,1910.

To Triple 5141mm foz l/mimeawo A W MM WM JAMES A. HICKS, 0F ATLANTA,GEORGIA.

CROSSOVER CONNECTION FOR FLUID-PRESSURE-BRAKE PIPES.

Specification of Letters Patent.

Patented Oct. 18, 1910.

Application filed March 16, 1910. Serial No. 549,765.

To all whom it may concern:

Be it known that I, JAMES A. HICKS, a citizen of the United States,residing at Atlanta, in the county of Fulton and State of Georgia, haveinvented certain new and useful Improvements in Crossover Connectionsfor Fluid-Pressure-Brake Pipes, of which the following is aspecification.

The present invention relates to cross-over connections for air brakesystems, as those from the train-line to the triple valve are commonlytermed, although it will be understood that I do not limit the inventionto any particular use, but contemplate its use wherever a coupling isneeded in fluidpressure system, the exigencies of which demand aconstruction like or equivalent to the invention which I have disclosedherein. It is an improvement on that cross-over connection shown,described and claimed in my co-pending application Serial No. 534,535.

The object of my invention is to provide a cross-over connection and cutout valve in which the strainer for preventing dust, cinders, scale andthe like from passing to the triple valve mechanism and the cut-outvalve is effectually protected against abrasion and clogging from thegrit-laden air currents which surge back and forth through the trainline. This object is accomplished in the present embodiment of myinvention by arranging the train-line passage, the strainer-chamber andthe valve-chamber in such relation and so separated from each other asthat the strainer and cut-out valve are segregated from the train-linepassage and out of the way of any direct action of the train-linecurrent.

In order that the invention may be understood by those skilled in theart I have shown in the accompanying drawings one embodiment of myinvention, and in said drawings,

Figure 1 is a sectional view at right angles to the line of the trainpipe of my improved cross-over connection. Fig. 2 is a sectional view online 22 of Fig. 1, looking in the direction of the arrow.

2 designates a casing, preferably, though not necessarily, formed in onepiece, said casinghaving a through passage 3 in direct line with 'thetrain-pipe (not shown), saidpassagebeing unobstructed so that nointerruption or impediment to the movement of air in the train-pipe canpossibly occur.

The said casin 2 is provided with a strainerchamber 4, which is locatedas shown in the present instance just below the passage 3 and isseparated therefrom by a wall 5, which forms one wall of the train linepassage 3, and completely separates the trainline passage 3 and thestrainer 4. The strainer-chamber 4 is provided with a strainer 6 ofcylindrical form which abuts a suitable port in a wall of thestrainerchamber at one end and at the other end is backed by ascrew-plug 7 fitted in an aperture in the opposite wall of thestrainerchamber 4, through which aperture the strainer may beintroduced. The strainerchamber 4 communicates with the train-linepassage 3 by a conduit 8, as shown in Fig. 1, the conduit 8 entering thestrainer-chamber through the port 9 and entering the trainline passage 3through the port 10 as shown. Preferably the train-line passage isslightly expanded into a chamber 11, as shown, and adjacent the port 10there is provided an upstanding wall 12 which will act as a checkagainst the blowing over of cinders, scale and the like from thetrain-line passage 3 into the conduit 8 and thence to the strainer 6.

Below the strainer-chamber and communicating therewith through asuitable port is a valve-chamber, preferably, though not necessarily,formed in an integral part of the casing 2, in which valve-chamber ismounted a turning-plug or other suitable valve 13 which will normallystand open, as shown in dotted lines in Fig. 2, giving a clear assagefrom the train-line 3 to the triple giot shown), but capable of beingturned to interrupt and cut off this passage to the triple valve if thetriple or brake rigging should become so deranged as to incapacitate thebrake mechanism of a particular car, or the cross-over pipe shouldbecome broken, so that the triple valve and brake mechanism for thatparticular car may be cut out, the integrity of the train linepreserved, and the necessity of cutting out the disabled car may beavoided.

It will be observed that the cut-out valve 13 may be readily entered inits chamber or seat, and the chamber then closed, and the valve backedby a nut 14, and this valvechamber 13 may or may not be hushed asdesired. I I

In order that danger of building up on the triple side of the cut-outvalve 13 may be avoided when the valve is in the cut-out r positionshown in Fig. 1, I provide a bleeder port 15 which is bridged by agroove 16 in the valve body so as to exhaust the triple valve passage onthat side of the va1ve13 to atmosphere when the cut-out is closed, andall danger of leaking past the valve 13, pulling the triple, and settingthe brakes under any conditions, where the cut-out valve is closed, iseliminated.

It will be observed that the cut-out valve, 13 is protected from theaction of the direct air currents in the train-line passage 3 and itslife prolonged indefinitely by reason of thus guarding it against theabrasive action of grit-laden air currents, for the air reaches thiscut-out valve 13 only in an indirect manner through the strainer-chamber4, strainer 6, conduit 8, and the port 10, and obviously all foreignsubstances are thus eliminated.

By locating the strainenchamber between the train-line passage and thecut-out valve, and separating this strainer-chamber from the train-linepassage so that communication between the two is an indirect one, I notonly protect the valve but also the strainer, and in practice it hasbeen found that strainers when subjected to the gritladen train-line aircurrents are clogged or cut so that their action is impeded and theirlife is shortened.

It will be observed that the present crossover gives a very compactdisposition of the essential parts, and one which is calculated tosecure a maximum efficiency without unduly complicating the constructionso as to enhance the cost of production and maintenance.

While I have disclosed a particular form of my invention, this is merelyan illustrative embodiment and is in no sense a restrictive disclosure,and such variations from this structure as are within the skill of themechanic I regard as properly within the range of my invention.

I claim 1. A cross-over connection for fluid-pressure brake pipes,comprising a casing, a train-line passage traversing said casing, astrainer-chamber in said casing, a Wall separating said passage andchamber, and a conduit connecting said passage and chamber.

2. A cross-over connection for fluid-pressure brake pipes, comprising acasing, a train-line passage traversing said casing, a strainer-chamberin said casing, a wall separating said passage and chamber, a conduitconnecting said passage and chamber, and a valve-chamber to which saidstrainer-chamber delivers.

A crossover connection for fluid-pressure brake pipes, comprising acasing, a. train-line passage traversing said casing and having a portopening laterally therefrom,

a strainer-chamber adjacent said passage and having a port openinglaterally there from, a wall separating said train-line passage and saidstrainer-chamber, and a con duit traversing the wall of the casing andconnecting the train-line passage and said strainer-chamber.

4. A cross-over connection for fluid-pressure brake pipes, comprising acasing having a substantially horizontal limb which is traversed by atrain-line passage, a substantially vertical limb containing astrainerchamber, a wall between said train-line passage and saidstrainer-chamber to prevent direct communication therebetween, and aconduit traversing the wall of said casing and forming an indirectconnection between said train-line passage and said strainerchamber.

5. A cross-over connection for fluid-pres sure brake pipes, comprising acasing having a train-line passage therethrough, a cross-over passageperpendicular to said train-line passage and separated therefrom by awall, a strainer-chamber in said crossover passage, a conduit connectingsaid strainer-chamber and said train-line passage, and a cut-out valvein said cross-over passage adjacent said strainer-chamber.

6. A cross-over connection for fluid-pressure brake pipes, comprising acasing of substantially T-shaped form the horizontal limb of which has athorough train-line passage, a strainer-chamber and cut-out valve in thevertical limb of said casing, a wall dividing said train-line passagefrom said strainer-chamber and cut-out valve, and a conduit traversingthe side wall of said casing and connecting the train-line passage andthe strainer-chamber.

7. A cross-over connection for fluid-pressure brake pipes, comprising acasing having a train-line passage and a cross-over passage disposed atsubstantially right angles to each other, a wall separating saidpassages from each other, a conduit traversing the side wall of saidcasing and connecting said passages, and a strainer-chamber and cutoutvalve in the cross-over passage or said connection.

8. A cross-over connection for fluid-pressure brake pipes, comprising acasing having a chamber 11 to which the train-line passage delivers, aport 10 leading laterally from said chamber, a strainer-chamber 4 belowsaid chamber 11 and having a port 9, said strainer-chamber beingseparated fromthe chamber 11 by a wall 12, a conduit 8 connecting saidchambers 11 and 4, and a cutout valve 13 mounted below said strainerchamber and connecting therewith.

9. A cross-over connection for fluid-pressure brake pipes, comprising acasing hav- 1ng a train-line passage therethrough, a strainer-chamberindependent of said train l1ne passage but having a pressure connectiontherewith, and a cut-out valve on the side of said Strainer chamberopposite the train line passage,

10. A cross-over connection for fluid-pressure brake pipes, comprising acasing having a chamber to which train-line pipe delivers, astrainer-chamber having a pressure connection with said first-namedchamber, a strainer in said strainer-chamber, and a wall separating saidchambers and protecting said strainer from the direct action oftrain-line surge.

11. A cross-over connection comprising a casing having a train-linepassage therethrough, and a strainer-chamber therein which is incommunication with said passage, a strainer in said strainer-chamber,

and means for protecting said strainer from the abrasive and cloggingaction of direct currents in said train-1ine passage.

'12. A cross-over connection comprising a casing having a train-linepassage therethrough, and a strainer-chamber therein which is incommunication with said passage, a strainer in said strainer-chamber,and a wall for protecting said strainer from the abrasive and cloggingaction of direct .currents in said train-line passage.

In testimony whereof I aflix my signatuu in presence of two Witnesses.

' JAMES A. HICKS \Vitnesses:

ARTHUR L. BRYANT, A. D. CUsHMAN.

